Railway track securing means



Dec. 2, 1952 M. GILMER 2,620,137

RAILWAY TRACK SECURING MEANS Filed Feb. 24, 1948 7 Sheets-Sheet 1 IIIIIIIIIII FIGA M. GILMER RAILWAY TRACK SECURING MEANS Dec. 2, 1952 2 t 9 6. e l .m 8 m m v L IJ. F n m e h s I l'l 7 W 19.. T f 7 Fr E lllOJ! llllillll LI 1 ..\7 8, .A T..

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Dec. 2, 1952 M. GILMER 2,620,137

RAILWAY TRACK SECURING MEANS Filed Feb. 24. 1948 7 Sheets-Sheet 4 FIG .43

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RAILWAY TRACK SECURING MEANS Filed Feb. 24, 1948 7 Sheets-Sheet 5 [f7 Vez/7 for /VQ rae/ @f7/ner Dec. 2, 1952 M. GILMr-:R

RAILWAY TRACK SECURING MEANS 7 Sheets-Sheet 6 Filed Feb. 24, 1948 F1617 [n Venfo/ Dec. 2, 1952 M. GILMER RAILWAY TRACK SECURING MEANS 7 Sheets-Sheet 7 Filed Feb. 24, 1948 1;; van for@ Ma, fa e f /m er Patented Dec. 2, 1952 RAILWAY TRACK SECURING MEANS Marcel Gilmer, Beziers, France Application February 24, 1948, Serial No. 10,256 In France February 4, 1943 8 Claims.

The present invention has for its object to provide a new system of attachment of railroad tracks to the ground, said system making it possible to eliminate wooden ties or sleepers through the use of a special concrete anchoring means, comprising the use of blocks in the form of quadrangular pyramid frustums (or cone frustrums) combined with iron fittings by means of which said blocks are made rigid with the rails. The system forming the subject of this invention is adapted to provide for an automatic packing for the rails as a result of the shape imparted to the above-said concrete blocks.

The invention is applicable to railway tracks of any type, that is both to tramlines and local lines as well as to main or trunk lines.

The problem which railroad engineers have to solve is the utilization of light rails of the 45 kg. type for trainsof increased weight and speed. This object can only be accomplished by making the rail itself heavier.

An essential object of this invention is to make the rails heavier and to effect their attachment to the ground by means of a heavy anchoring system embedded in the ballast and allowing the rails to be effectively packed throughout their length; in this way the bars press heavily upon the ground throughout the entire surface of their flanges and not only through the points of supports of the wooden ties (which are omitted as mentioned above) or of their chairs. The tracks are maintained at their proper gauge by means of suitably formed spacers. The weight of the rails, in a railway track constructed according to the invention, is increased by the weight of the blocks secured thereon, which blocks are simply suspended to the rails or even to said spacers at intervals of one metre for example, or at greater or smaller intervals according to requirements and the purpose desired.

The weight per unit length of the track may further be increased by securing under the rail tie-plate longitudinal ties by any suitable mechanical means. The seating of the track will thereby be improved. Such longitudinal ties may advantageously comprise either wooden ties or metal ties, or concrete slabs.

The general characteristics of the invention which relates to the attachment of the railroad track by means of concrete anchoring blocks suspended from the rails or from the rail spacers at more or less closely spaced intervals, with the complete elimination Y of wooden (or any other type) ties, may be accomplished in a wide variety of' ways.v Merely to provide examples of some possible embodiments of the invention and without in any way intending to restrict the scope of the latter, some embodiments thereof will now be described and diagrammatically illustrated in the accompanying drawings wherein:

Figs. l to 4 show the invention as applied to to a tramway line, Fig. 1 showing the blocks in cross section on line I-I of Fig. 3, Fig. 2 being a cross section of said block on line II-II of the same gure, Fig. 3 being a plan view of the block and Fig. 4 showing in de tail the mounting of a block on a rail.

Figs. 5, 6 and v7 are respectively a longitudinal View in elevation, a view in transverse elevation and a View in plan showing the invention as applied to a trunk railway line;

Figs. 8 and 9 are transverse cross sections showing an additional rail flange which may in some instances be applied to the rail.

Figs. 10, 11 and 12 respectively are a view in longitudinal elevation, in transverse elevation and in plan showing a modication of the rail spacing device. l

Figs. 13 and 14 finally are a transverse elevational and a plan view respectively showing one particular type of axial suspension means for the blocks.

Fig. 15 shows in perspective a device for securing the longitudinalties to the rail anges and a modification of the end of the spacer secured to said rail.

Fig. 16 shows in elevation a modification of the device for securing the contact apparatus on the spacer.

Fig. 17 illustrates a plan view of Fig. 16.

Fig. 18 shows a plan view of the anchoring device forming the subject of the invention.

Fig. 19 shows a view in elevation of a device for preventing creep of the rails.

Fig. 20 shows a view in cross section of the device for securing the anchoring block on the tie.

Whatever the specific form selected for the invention, the latter comprises the use of blocks l of concrete in the form of a quadrangular pyramid frustum (or vof a cone frustum) surmounted with a shplate serving to secure the block to the rail. In the embodiment shown in Figs. 1 to 4, the iish-plate 2 is formed Yby a flat steel strip the free end of which is forged according to requirements and extends around the rail iiange R (Fig. 4) which in this example is a single-headed tramway rail. The sh-plate 2 is secured against the web of the rail by any appropriate means as for instance a bolt 3. Thepoint of anchorage to the rail may be any other than that shown in Fig. 4, which merely shows an exemplary embodiment.

The strip 2 forms the central armature of the concrete block I; in this embodiment it terminates within the block in a pair of angle elements 4 riveted to the strip or secured thereto in any other suitable manner. The lower end of the strip 2 could also be flared out by a forging operation so as to simply form a sealing head as in the embodiments shown in Figs. 5, 6 and 10, 11. It will be understood that without exceeding the scope of the invention it is possible to select any other arrangement of the sh-'plate 2 provided there is secured an adequate rigid connection between said sh-plate of suitable form and contour with the body I of the concrete.

Around the fish-plate 2, there is arranged a steel wire serving as an internal reinforcement for the block I throughout its entire body. In the example shown in Figs. 1 to 4 said steel wire 5 is coiled helically 'aroundthe strip 2 but it will be understood that the block armature may be arranged in any other way. Figs. 5, 6, 10, 11 show other examples thereof.

The concrete block I, 'may have any other form than those indicated above, provided its cross section be substantially greater at the bottom than at the top. However the shape of a quadrangular pyramid frustum or a cone frustum appears to be most satisfactory. The at strip armature 2 may be replaced by a reinforced fishplate, such as a channel iron, or a T iron for instance, such a modication being more specically adapted for use where the invention is applied to local or trunk railway lines.

Maintenance of the 'track gauge spacing between the rails which 'it is essential `to obtain with high accuracy in order to eliminate any risk of a widening of the gauge and consequent derailing, is according to the invention ensured by means of metallic spacers 6 secured to the bars or rails in any suitable way as for instance with bolts (see Figs. 4 and 15).

In the case of trunk lines, to hold the track to gauge it is simply necessary to interconnect the tie-plates of the rail-'chairs by a suitable device of which Figs. 5 to 7 show an example. Said device comprises an element cut out of a girder l, the web of which rests-on 'the tie-plate of the rail-chair 8, one of the flanges of the girder servr ing to secure spacers 6 which control the spacing with respect to the opposite line of rails, which comprises a similar device symmetrically disposed (see Fig. "1) the second flange of the girder is removed, except along a portion forming a projection or heel 9 adapted to serve as an additional abutment for the chairs. Both parts are bolted together and for this purpose use is made cf the holes formed -in the chair for accommodating the coach-screws used in the old system of attachment of the rails on wooden ties, which system the present invention is intended to replace. n

In this application ofthe invention, the shplates v2 of the anchoring blocks I are formed by channel irons bent'through k90 they are secured by means of the same bolts tothe tie-plates of the chairs; in this Way the perforation of holes in the rails is completely avoided and there is thus eliminated any source of weakening in the rails, by eliminating th'e points of possible breakage. Holding of the rails by means of the rail-chairs as used in certain networks -thus remains unaltered (Figs. 5 to 7).

It should be observed that the concrete anchoring block lwhich forms the subject of this invention should in no way and in no case serve as a bearing point for the rails and consequently, the new system of securing railway tracks definitely differs from the conventional system of securing rails on ties. According to the present invention, the concrete anchoring block is suspended from the rail and it should not be packed on its under face F upon being laid; it is even necessary (see Fig. 4) that said face have no point of engagement with theground as at G, so that its weight will be integrally added to that of the rail and its accessories to increase the weight of the track per unit length.

'Io avoid the possibility of pebbles from the ballast being placed under the face F of the anchoring contact apparatus, said space may advantageously be protected against any possibility of lling, by means of a sump constituted by a pair of concrete brackets 26 assembled along a common diagonal. A small amount of clearance which may be of the order of 5 mm, is allowed between the inner faces of the sump and the side face of the bottom of the block. Such clearance is sucient to avoid any jamming of the block in the sump, while being insufficient to allow the introduction of any pebbles from the ballast in which the whole structure is embedded.

'Io allow of checking the empty space under the anchoring block, provision is made for tting to the block a tube 21 extending through it throughout its entire height. Said tube is flush with the lower level of said block while it is extended upwardly up to the level of the rail flanges. Said tube 21 is sealed at its top endwith a plug 28 designed to prevent 'the penetration of any foreign materials into said tube.

On the other hand, the rail should be perfectly packed and should be in contact throughout the entire under surface of its lowermost flange, at H, with the ballast IIJ forming the ground structure of the track. y

In the event where the form of the lower part of the rail does not enable an efficient packing to be effected, it would simply be necessary in order to achieve such packing, to place under the rail in the free space allowed between the blocks a flat strip II (or an iron -of any other suitable form) or sufcient width and thickness and to maintain the same in place by securing it to the rail either by a yfew spot welds or by any other means, while using the parts 'I to secure the iron II against the bottom of the rails by means of a shim I2 (Figs. 5 and 7) vIt will then be easier to effect packing under the auxiliary flange II (see Figs. 4, 8 and 9).

In order to further weigh down the rail, it is possible to secure longitudinal ties II (Fig. 15) to its tie-plate by any suitable mechanical means. Such longitudinal ties as shown in Fig. 15 are formed of a concrete slab. The hooking device is obtained by means of the strap member I'I extending through the slab and acting on both sides of the tie-plate of the rail after the manner of coach-screws, owing to the use of the securing bolts I8. -It is 'clear that said slabs could also be formed by metallic or wooden ties. However, the use of the latter is not advisable because they are putrescible and require some amount of maintenance service.

The seating of the track is achieved in the best possible conditions by packing the ballast under the longitudinal ties. Said packing will be comparatively much 'more easily effected than with transverse ties, in which case the adjacent tie proves a constant hindrance.

The characteristic shape of the concrete block I, which is that of a pyramid or a cone frustum,

' the larger base of which is at the bottom, results in a quite peculiar effect which forms an essential feature of the present invention: the block, even though it is suspended, is however laterally and at its top embedded in the blocks of pebbles forming the ballast I0 (Fig. 4).

Immediately after laying the track and as the wheels supporting a train have passed over them the rails may settle slightly under the weight of the cars, if the packing has not been perfectly satisfactory. The block which is simply suspended from the rails or the spacers and is free under its lower face F, follows a similar movement and in this slight descent, the lateral contact of the block with the stones of the surrounding ballast is broken. The stones which are more or less propped or buttressed and form -a sort of arch moulding the block, nally fall away under the effect of the vibrations produced by the rolling of trains and the stones in their downward movement become jammed around the block, preventingr it from being raised by an amount equal to that by which it has been lowered, this effect being a result of the particular shape imparted to the block. The latter is thus caused to operate in the manner of an anchoring member adapted to pull more and more strongly the track down against the ground and thus actually effecting an automatic packing of the rails under the immediately adjacent rail-ange portions, and consequently under the entire track without any distortion of the latter, by reason of the relatively small spacing provided between a consecutive pair of blocks and by reason of the rigidity of the rails.

A track of an exceptional flexibility is thus obtained, free of any noise and/or increased safety because of the metallic spacing means for the rails preventing any risk of over-spacing the gauge and therefore derailing.

The anchoring blocks are either laid symmetrically on each side of the track or axially of the latter as in the form of embodiment shown in Figs. 13 and 14 to be described later. It follows that a track constructed according to the invention shows faultless behaviour as a result of the fact that the suspending fish-plates simultaneously operate as abutments for the track chairs preventing any lateral drift thereof. The fishplates are so to speak sealed in the ground and effectively restrict any swaying movement, which is the initial source of extraction or twisting of the coach screws engaging wooden ties. At the same time, the above arrangement eliminates the drawbacks due to the creeping of the tracks as caused by repeated starts and brake-applying operations especially in double tracks wherein such actions are constantly repeated in the same direction.

The prevention of creep may also be obtained by means of a linkage system (Figs. 19 and 20) hooked on one hand to the rail and on the other hand to the block itself by means of tension rods 29 provided with tension-adjusting screws 30. The arrow F indicates the direction of longitudinal creep. The anchoring block maintained by means of the tension rod 29 may also be caused to maintain the adjacent block by means of a tension rod 3| secured to the lug 32 rigid with the block and placed at the end of the armature 33 imbedded in said block.

The cost of a track constructed according t0 the invention is considerably lower than that of a track comprising wooden ties; furthermore since the latter are subject to rotting, it is necessary to periodically eifect their renewal, whereas the concrete anchoring means according to the invention is, so to speak, permanent and require hardly any maintenance service, except perhaps a coat of paint from time to vtime to avoid oxidizing of the iron elements and periodic supervision of the packing of the rails to avert the occurrence of depressions in the event of a defective sub-soil.

Finally, in the case of electric lines, when the rails serve as return conductors, the provision of the spacers between both rails may effectively replace the electric connections through the joints, provided the latter are placed in overlapping or alternating relationship. Some electric spotwelds between the spacers and the rails or a special copper connection will then provide for a perfectly effective return path foi` the current, without any discontinuity therein, even if the joints provided for the purpose of allowing expansion in the steel members are somewhat deficient from the standpoint of electric conductivity. Said joints are thus bridged by the assembly formed by the opposite rail and by the spacers connecting this continuous bar to the bars arranged at each side of the joint under consideration.

The bolts 25 for adjusting the gauge of the track may be electrically insulated from the web of the rail by means of insulating washers 25a arranged at each side of the web, while an insulating ring 25hplaced in the hole formed through the rail, electrically insulates the threaded rod with respect to the rail-web.

In the modication shown in Figs. 10 to 12, the gauge of the track which rests on tie-plates is maintained in a different manner, the girder 'l being replaced by a channel member I3 with wide flanges. The spacers 6 are secured to the flanges of the channel iron I3 with two bolts. Two lateral angle irons I4 serve as a supporting base for the wedges I2' adapted to apply against the bottom face of the rails the auxiliary rail flange II. For greater clearness in the drawing, only the angle member ill has been shown in Fig. 11.

Figs. 1.3 and 14 show a modification of the device wherein the blocks I are suspended axially of the track by means of a spacer 6 reinforced with fishplates l5 and i6 electrically welded or riveted to the spacer I6 and to the fish-plate 2, which in turn is welded to the spacer. An undeformable unitary structure is thus obtained.

Fig. 16 shows a modification of the device for laying the track at a cant. The fish-plate 2 suspending the anchoring contact apparatus I to the tie 6 is connected to the channel-shaped fish-plate 2t) by means of a bolt i9. Said shplate 20 is itself secured to the tie S by means of a bolt 2|. Thus, it may always be directed along a vertical line. The fish-plate 2d is spaced by means of two fish-plates 22 perforated at various points so as to allow ready adjustment of their length. Said fish-plates 22 are secured at one end thereof to a pair of lugs 23 welded to the cross member of the channel and at their other end to the tie 6 by means of the bolts 24.

The tie 6 reinforced in the case where the track presents a certain amount of cant, is formed by a pair of fiat irons assembled at one end to one of therails by means of angle members, While theother end thereof is provided with a threaded rod providing for adjustmentl of the gauge of the track through nuts 25.

Provision may also be made for securing at both ends of the tie 6 a threaded rod (Fig. l5) of suitable dimensions by welding. The nuts 25 will make it possible to adjust the gauge of the track. To render the assembly between the anchoring block supporting iron and the channel iron 20 rigid with the tie 6 rigid and undeformable, there may desirably be used an improved attachment device (Fig. 20) formed by a washer in the form of a double cone frustum arranged between the iron 2 and the channel iron 20. Both assembled parts are interconnected by means of bolts I9 also extending through said washer.

It will also be understood that the invention is not restricted to the specic details of embodiment described and illustrated and that various modifications can be made in said details without the general organization of the invention being thereby altered provided the essential i'eature of said invention as dened hereinabove is preserved.

What I claim is:

1. Securing means for railway track comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails and maintaining the gauge between said rails; upwardly tapered concrete blocks having a substantially vertical axis; sh-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end of each of said sh-plate means to the middle portion of each of said transverse metal ties; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

2. Securing means for railway track comprising two rails and supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails and maintaining the gauge between said rails; concrete blocks in the form of a substantial vertical pyramid frustrum the greater base thereof being at the bottom; fish-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end of each of said fish-plate means to the middle portion of each of said transverse metal ties; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

3. Securing means for railway track comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails; upwardly tapered concrete blocks having a substantially vertical axis; sh-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end of` each of said iish-plate means to the middle portion of each of said transverse metal ties; inclined transverse tie rod means for connecting of said transverse metal ties with said respective iish-plate means and secured near the rails and above the top of said concret/e blocks; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said `blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

4. Securing means for railway track comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails and maintaining the gauge between said rails; concrete blocks in the form of a substantial vertical pyramid rustrum the greater base thereof being at the bottom; fish-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end of each of said fish-plate means to the middle portion of each of said transverse metal ties; inclined transverse 'tie rod means for connecting of said transverse metal ties with said respective fish-plate means and secured near the rails and above the top of said concrete blocks; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

5. Securing means for railway track comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails; upwardly tapered concrete blocks having a substantially vertical axis; sh-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end oi each of said fish-plate means to the middle portion of each of said transverse metal ties; inclined transverse tie rod means for connecting of said transverse metal ties with said respective fish-plate means and secured near the rails and above the top of said concrete blocks; longitudinal tie rod means for connecting at spaced intervals said blocks with one another and with said rails, said means forming a triangulated linkage for preventing longitudinal creep of said track; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

6. Securing means for railway tracks comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails and maintaining the gauge between said rails; concrete blocks, each in the form of a substantial vertical pyramid frustrum the greater base thereof being at the bottom; fish-plate means secured to said concrete blocks and projecting in the axis and from the top thereof; means for attaching the upper end of each of said sh-plate means to the middle portion of each of said transverse metal ties; inclined transverse tie rod means for connecting of said transverse metal ties with said respective sh-plate means and secured near the rails and above the top of said concrete blocks; longitudinal tie rod means for connecting at spaced intervals said blocks with one another and with said rails, said means forming a triangulated linkage for preventing longitudinal creep of said track; substantially vertical tubular shaped partition means surrounding the bottom of each of said concrete blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

7. Securing means for railway track asin claim 1 where said means for attaching said fish-plate means, include bolts, intermediate frustro-conical washers surrounding said bolts and frustreonical recesses for setting said washers,

8. Securing means for railway track comprising two rails and a supporting ballast, said securing means including in combination: a longitudinal sleeper under each of said rails; transverse metal ties or bars for interconnecting the opposite sides of said rails and maintaining the gauge between said rails; upwardly tapered blocks having a substantially Vertical axis; shplate means secured to said blocks and projecting in the axis and from the top thereof; means for attaching the upper end of each of said fish-plate means to the middle portion of each of said transverse metal ties; substantially vertical tubular shaped partition means surrounding the bottom of each of said blocks, the clearance between said blocks and said partition means being smaller than the smallest thickness of said ballast elements, whereby said blocks may be lowered in a free space under the bottom thereof and add their entire weight to said track and simultaneously anchor it.

MARCEL GILMER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 762,208 Smith June 7, 1904 1,202,606 Stromenger Oct. 24, 1916 1,260,736 Waples Mar. 26, 1918 1,566,550 McWilliam Dec. 22, 1925 1,770,872 Andreianoi July 15, 1930 1,800,453 Kirkbride Apr. 14, 1931 

